Bolster construction



Aprr 3(1),1935., A. CAMPBELL 3999995511 A BOLSTER CONSTRUCTION Y Filed 0Ct 1 5, 1951 I5 Sheets-Sheet 1 A TTORNE Y.

Apri 30, M935..

A. CAMPBELL BOLSTER CONSTRUCTION Filed Oct. l5, 1931 5 Sheets-Sheet 2 F: o o o o f MGi/LE' 'CAM/.DEELL #YM wf- A TTORNE Y.

Apw S, 1935. A. CAMPBELL L99965 BOLSTER CONSTRUCTION Filed oct. 15, `1951 5 sheets-shea 5 /NI/ENToR. ARGYL. E CAMPBELL.

A TTORNEY.

Patented Apr. 3G, 1935 UNITED STATES' YPATENT oFF-ice prise Railway Equipment Company, Chicago, Ill., ,a corporation of flillinois Application @atelier 15,

13 Ciaims.

My invention relatestoimprovements lin bolster construction for railway cars.

An object of my invention is to provide a bolster construction composed of relatively few parts and having the required strength to transmit load from the side walls to the center plate or from a point centrally of the car to the sides of the car as well, and also resist side bearing and bufiing strains.

Another object of my Vinvention is to provide bolster sections at each side of the centersills formed of integral cast members adapted'to cooperate with an integral cast member .extending transversely across the centersill and united to the respective. bolster sections on the opposite sides ofthe centersill structure.

Stillfanotherobject of my invention is to. provide bolster members such as will transmit bearing4 and bufling strains direct from thev center plate to the upstanding bolster sections onoppo site sides ofthe centersills and to provide said upstanding sections with portions of increased strength adjacent their points of connection.

Another andmore specific object of my'invention is to provide bolster sections extending between the centersill and the sides of the? car of trough shaped formation, and to form. the sameof cast metal whereby a concentration of metal maybe employed at the locationsY of greatest strain.

Another and still more specic object of my invention is to provide a. bolster construction formed of cast metal whereby certain parts may be conveniently made of reduced depth toY conform to adjacent parts of'.v the car structure, .and to make said parts having the reduced depth of increased sectional area to compensate for weakness, thereby obtainingza beam of substantially uniform strength throughout* itsY length irrespecF tive of the depth and width thereof.

My invention further residesv in certain improvements and detail of parts such as willxbe hereinafter fully pointed out and claimed.

For further comprehension of' my invention reference 'may be had to the'accompanying drawings wherein Fig. 1 is a vertical transverse sectional view taken through the lower portion of a railway car adjacent to the trucks and bolster parts;

Fig. 2 is a plan view of that part of thebody bolster construction' illustrated in Fig. 1, said view illustrating certain of the parts broken away to better illustrate the construction;

Fig is a plan view ofthe bolster construction as vieri/'ed from beneath on a line 3-3 of Fig. l;

1931, Serial N0. 568,997

(Cl. 10E-228) Fig. i is a vertical transverse sectional viewlon an enlarged scale illustrating approximately one@ half of the width of the car and taken on aline 4 4 of Fis. 2;

Fig. 5 is a vertical sectional View through the bolster taken on a line corresponding substantially to a line 5--5 ofA Fig. 4; and

Fig. 6 is a vertical sectional view taken through the bolster on a line corresponding substantially toa line 6*-6 of Fig. 4.

In said drawings the truck parts are indicated by the reference character A and thebody of the car at B. Said truck parts are shown as includ'- ing the wheels Il), side frames I I, said side frames including'the journal boxes I2. The'truckbolster is indicated conventionally at I3,. said truck bolster having center plate bearing at I4 and side bearings at I 5-I5, the latter being spaced outwardly on opposite sides of the center plate.

The car body construction B includes the longitudinally extending centersill beam members I6-I6, each centersill beam member having a vertical webvsection Il andoutwardly extending flanges at the upper and lower portions as indicated at I8 and I9 respectively, eachsaidcentersill section also including an inwardly; extending lower marginal ilange 2i). The flange 2li is cut away forwardly of the body bolsteras indicated at 2| in the usual manner to accommodate the draft gear parts.

The pair of centersill members are unitedby a top cover plate 22. Between the said spaced centersill members there is disposed a center filler 23 provided with walls 24-24fwhich extend lengthwise of the centersill webs I'I and arcsecuredthereto. The bolster iiller is extended forwardly and formed with integral draft gearV stops 25 adjacent one end thereof. Centrally of the bolster, the filler is formed to receive'the-usual bolster center pin 26v the axis of which constitutes the pivotal center around which the truck and body holsters swivel.

spaced outwardly `from the centersillsqare. the side walls 2 which each include -a vertically-disposed side plate 28 and a lower marginal rein- 4 forcement 29 having an upstanding flange 30. secured to thelower portion-of the plate, andan inwardly directed horizontally extending marginal flange 3|. On the outer side of `each of said side plates 28 there is provided a vertically extending stake member 32 which is preferably disposed centrally of the bolster construction,

On each side of the centersill and extending between the saine and the sidewall of: thecar, a bolster section 33 is provided, the sections on the fil Fil

2 the opposite sides of the centersill.

opposite sides of the centersill being of substantially the sameconstruction and differing only in certain details such as the spacing of holes adapted to accommodate piping or other parts such as air brake rods. In view of this similarity of construction the description herein will be conlined to only one of such members.

The kmember 33 is preferably formed of an integral cast member having two upstanding web sections 34-34 extending lengthwise of the bolster, the said sections being spaced apart lengthwise of the car an appreciable distance. The pair of webs 3ft-34 are integrally united by a lower bottom wall 35, and at the opposite ends by inner and outer end walls indicated at 35 and 31 respectively, said end walls extending lengthwise of the car and cooperating with the webs 34-34 and bottom wall 35 to form a trough shaped structure. Each said web section 34 on its outer side is reinforced by a continuous outstanding marginal fiange which, in combination with the web, forms a continuous pan shape. This continuous marginal flange includes upper, lower and opposite end flanges as indicated at 38, 39, 48 and 3| respectively, said respective walls 39, 45 and 4| being respectively in the planes of and forming continuations of the respective walls 35, 35 and 31.

The said outstanding walls 35, 38 and 31 are braced respectively to the web sections 34 by a series of integral bracket gusset portions 42. Each section 33 at its inner end is adapted to fit in the angles defined by the web of the centersill and the upper and lower flanges thereof. These integrally formed walls provide a strong continuous box-like sectionadjacent the corners. The outer upper outstanding flanges 38 are secured bya series of rivets to the bolster top cover plate 43 and the floor members lill, the former extending continuously from side to side of the car. The lower portion of the bolster is contoured to clear the truck side frame members I by having a relatively shallow portion 45 formed abovethe truck sideframe parts in order to provide ample A clearance.

Hitherto it has been customary to provide a continuous plate extending beneath the centersills and from side to side of the car and riveted throughout its entire length to the bolster sections. This necessitated a still shallower construction for the bolster, as it then became necessary for the truck parts to clear not only the bottom cover plate but also the connecting rivet heads. In my improved construction it is possible to dispense with the continuous cover plate inasmuch as a concentration of metal is employed in eachbolster section at the portion of reduced depth by the use of additional ribbing extending lengthwise of the car and transversely thereto,- said lengthwise ribbing 'being indicated at 45,' 41, 48 and 49 and the transverse ribbing at 5D. The ribbing adjacent the outer end of the bolster is divided into two walls IEB- |59 for a limited distance to form an opening. Y f

The outstanding lower flange 39 is secured to a bolster bottom member 5| which extends transversely across the plane of the centersill and incorporates an integral center plate bearing member 52 and integral side bearing brackets 53 on Y This bottom member includes the body section 54 by which a connection is effected with the lower bottom wall 35 of the respective bolster sections 33 through the medium of rivets 55. The bottom wall 35 's and the body section 54 are each provided with aA large opening in the body thereof as indicated at 55 and 51, said respective opening being disposed in alignment thereby rendering the rivets 55 accessible both from the inside and outside of the bolster. The said openings 56 are reinforced around the margins by beading 58.

The side bearings 53 are of a box shaped section opened at the upper portion thereof, said openings registering with aligned openings 59 also formed in the bottom wall 35. These openings permit access to rivets 5G by which a wear plate 5| is secured to the lower portion of the side bearing. The said bottom member 5| is reinforced clear around its marginal edges by a beading 62. Inorder to compensate for the openings 59 in the bottom tie plate and bottom wall of the bolster, which provide for access to the depressed side bearings, I provide integral ribbing to continue the reinforcement between the tie plate and the bearing structure. In Figs. 4 and 5, integral outside ribs 531 extend diagonally between the vertical walls of the side bearings and the body section 54 of the bottom member 5I, a number of these ribs being disposed in parallel .relation and spaced apart throughout the'width of the side bearing. In like manner, ribs 53 are provided outside of the side bearing at the ends thereof and extend between the end walls of the side bearings and the body section 54 of the bottom plate. Thus the advantage of the access opening 59 for the bearing is obtained without affecting the strength of the bottom member at this point.

Adjacent its outer end each bolster section 33 increases in depth as it recedes'from the truck side frame as indicated at 63, and the extreme outercorner of the bolster rits in the angle dened by the outstanding horizontal flange 3| of the car side and the upwardly extended portion of the car side wall. 'Ihe instanding horizontal flange 3| of the car side Wall is riveted to the bolster bottom wall 35 by rivets 64 and to the outstanding ange 39 of the bolster by rivets 65. The rivets 64 are rendered accessible by the opening 66, this opening also permitting access to rivets S1 which secure the outer flange 31 of the bolster to the side wall plate 28 and to the side stake 32. Adjacent the centersill, connectionis effected between the bolster center filler 2| and the inner wall 29 of each bolster section 33 by means of rivets 98, said rivets 68 being rendered accessible through the medium of the aligned openings 55 and 51 respectively formed 'in the bottom member and bottom wall of the bolster.

The attachment of side stake member 32 directly to the end wall 28 of the bolster section by rivets 61 provides astrong anchorage construction for the side wall framing, for the reason that said wall 31 is braced relatively to the bolster bottom wall 35 and the inwardly directed flange' 3| of the car side by the centrally disposed rib 50.

The ribbing 46, 41, 48, 49 and 50 commences adjacent the side bearingV by the disposition of rib 46 substantially above said side bearing, while rib 41 is disposed adjacent the inner end of the shallow portion of the bolster. The'ribbing 59 rigidies the bolster section from' a point adjacent the side bearing towards the side of the carl and operates to rigidify the bolster beyond the end of the bottom tie member clear through to the side of the car, thus providing a strong structure from side to side of the car with comparatively few parts.

The construction further presents advantages for strengthening the car parts in the direction of sti'ainsbetween the body and-truck fof 'car by virtue 'the 'strong-attachment between the bolster bottom tie member 'and the bolster Sections, :the latter tllih being- -ii'gdly Secured to the ear body :at each end.

I claim-z I 1 l. In a railway car, the combination of .a cenitrs'ill -str cture, bbl'ster sections lon each side of said cent'e sill, each -said bolster section being or" box-shaped formation including spaced substantially "vertical web sections 'extending con'- itinuo'usly between the 'centers'ills and side walls or" the ear and united at their extreme ends by integral vertical end 'wal-ls connected with the centeifsill's Aand. side wallsvof the car, s'ai'd 'respective v-"eiiti'eal end walls being respectively united with the centersill and side wall fof the car; and `lower integral bottom walls 'for the respective bolster :sections connecting the web members thereof and 'litloite'd` by 'a transversely extending bolster vbbttom "tie member including an integral center plate bearing portion and 'integral side "bearing portions. f

12. In la railway car, the combination with the (center-sills and 4side walls fspaced loutwardly bestond-said Lceirte-rsi-lls; of a bolster' :section extend-- ing on each sideof th'e centersill lfrom the .centersill 'tothe A"si'd'e 'wall iaii'd lincludinga pair of webs -siplaicedlengthwise foithefc'ar 'from each other and Ac'x`=t"ending continuously from centersill to side Wall, said spaced webs being connected by connecting walls extending between and connecting said 'Webs adiacent their lower marginal edges and connected by integral vertical walls at the extreme opposite ends of said sections, said respective connecting walls being respectively united with the bolster bottom member, the centersills and side walls, and said vertical end walls being united with said centersills and side walls.

3. In a railway car, the combination of a centersill construction including two longitudinally extending beam members spaced from each other; a ller casting disposed between the centersills, said iiller including walls extending lengthwise in overlying relation with the centersill members; bolster sections disposed respectively on the opposite sides of the centersill, each said bolster section including a pair of web sections spaced from each other; and end walls at the respective ends of the bolster sections, and a bottom wall extending between said webs, said two end walls and bottom wall in cooperation with the Vertical web sections providing an integral trough shaped construction; one of said end walls cooperating with the center iiller and secured thereto and to the centersill web; and a bottom tie member extending across the plane oi the centersill and secured to the bottom walls of the respective bolster sections.

4. In a railway car, the combination with a longitudinal centersill, of bolster sections on opposite sides of the said centersills, each said bolster section including a pair of spaced vertical web sections; integral walls connecting said pair of web sections, one of said walls being vertically disposed and secured to the centersill and another of said walls extending along the lower marginal edge of said section; and a connecting bottom member extending transversely of the car beneath the centersill and into overlying relation with and secured to the lower walls of the respective bolster sections, said overlying bottom member and the lower wall of the bolster section having openings to permit access to the securing means between the respective members, said openings the respective bolster members being disposed :in K4an aligned relation.

' V5. ln. a 4railway can'the combinatinn the Ycentersi-lls.; 'of body .bolster sections oneach .side

'of the centersill extending outwardly therefrom tion adjacent its shallow portion,` saidmeans including a Iconcentration for metal adjacent the lower marginal edge of' said bolster section, and ribbing 'extending `lengthwise and 'transversely `of the bolster section. A 1

6. In a railway car, the combina-tion with the centersill :and bolstersections o'neach side tli'e'reof, each said section including' a .pair Kofwe'b Iseotions `each having a continuous"outstanding mar.In ginal flange on the outer side thereof, said pair Yof web sections being united by a lower wall and end walls; rand a lower tie member extending transversely across the centersill beneath the reh spective bolster sections and united therewith by rivets extending through `said lower walls fand through said outstanding marginal flanges.

`'7. In a railway car, the combination with a centersill structure; `of truck :side-frame members extending upwardly above the lbwer ,portion of the centersill; bolster sections forming a portion I the body of the car, each said section extending outwardly from the centersill beyond and above the truck side frame members, each said bolster section being of a depth corresponding substantially tothe depth of the centersill and formed intermediate its ends with a portion of comparatively shallow depth for the purpose of clearing the truck side frame members, said bolster section adjacent its portion of reduced depth having a portion of increased sectional area to compensate for the reduced depth and thereby provide for substantially uniform strength throughout the entire length of said bolster member.

8. In a railway car, the combination with a centersill construction; of a bolster section disposed on each side of the centersill, each said bolster section including a pair of upstanding webs spaced lengthwise of the car from each other, said sections being provided with an integral uniting bottom wall extending between the web sections of the pair; a bottom tie plate extending transversely across the centersill and secured to the uniting bottom wall, each said pair of webs being also provided with an outstanding marginal flange adjacent the top edge; and a tie plate extending transversely across the car and united to said outstanding flange of the respective bolster sections on the opposite sides of the centersill, said bottom tie plate having side bearings 0I" box-shaped formation formed integrally therewith.

9. As an article of manufacture a bolster section adapted to span the distance intermediate the centersill and the side of the car, said bolster section including spaced vertical web sections and connecting walls at the opposite ends and adjacent the bottom thereof, all of said walls being integrally formed with the web sections and forming therewith a trough-like shaped formation, said bolster section at an intermediate point having a portion of reduced depth adapted to straddle a truckvside frame; reinforcing means disposed Withinthe bolster to compensate for the reduced depth; and an outstanding marginal reinforcing ange extending continuously on the outer side of the respective upstanding web sections. i

Y yl0. As an article of manufacture, a bolster section of the type adapted to be positioned adjacent the centersill to extend outwardly towards the side of the car, said bolster section including a pair of vertical web sections spaced from each -other lengthwise of the car and-extending continuously from end to -end of the bolster section and united at their extreme ends by upstanding wall sections and by upstanding walls intermediate the ends, said pair of web sections being further united by integral wall sections adjacent the lower margin thereof and providing therewith a trough-shaped construction. Y

1l. As an article of manufacture va bolster section of the type adapted to be positioned adjacent the centersill to extend outwardly toward the side of the car, said section including a pair of web sections spaced from each other lengthwise of the car, said sections being united along the bottom marginal edges of the web by an integral bottom wall section, each said web being further provided around the top margin thereof with an outstanding marginal flange whereby connection is effected with a tie member extending across the plane of the centersill.

12. As an article of manufacture, a bolster section adapted to span the -distance intermediate the centersill and the side of the car, said bolster section including spaced marginal Web sections and connecting Walls at the opposite ends thereof and adjacent the bottom thereof, all of said walls being ingrally formed with the web sections and forming therewith a trough-like formation, each said web section being further provided with an outstanding marginal ange extending continuously around the margins and forming with Asaid Web a pan-shaped construction, each said outstanding marginal flange around the top, sides and bottom of the holsters providing means for attachment with a car body.

13. As an article of manufacture, a bolster section adapted to span the distance intermediate the centersill `and the side of the car, said bolster section including spaced marginal web sections and connecting wallsk at the opposite ends thereof and adjacent the bottom thereof, all of said walls being integrally formed with the web sections and forming therewith a trough-like formation, each said web section being further provided on its outer side with an outstanding marginal ange extending continuously around the margins and forming with said web a panshaped construction, said connecting bottom wall and each of the said outstanding marginalanges at the top, bottom and opposite ends of the bolster section being provided with means for attachment to thefcar body.

ARGYLE CAMPBELL. 

